Transmission-gearing.



PATENTED FEB. 13, 1906.

E. HUBER.

TRANSMISSION GEARING.

APPLICATION FILED NOV. 15, 1902.

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IWVEWTOR M M @y WW 775% No. 812,345. PATENTED FEB. 13, 1906.

E. HUBER.

TRANSMISSION GEARING.

APPLICATION FILED NOV. 15, 1902.

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UNITE .FFIO.

EMIE HUBER, OF DETROIT, MICHIGAN.

TRANSMISSION-GEARING.

Specification of Letters Patent.

Patented Feb. 13, 1906.

Application filed be 15,1902. Serial No. 131,475.

- the following to be a full, clear, and exact description of theinvent-ion, such as will enable others skilled in the art to which itpertains to make and use the same, reference being had to theaccompanying drawings, which form a part of this specification.

My invention relates to speed-change or transmission gears and theclutches in use thereon, and has for its object the simplification ofsuch gears, obviating the necessity of shifting the gearing, and thusavoiding the breakages almost necessarily incident thereto, and also toafford a clutch which shall be positively certain to operate, possessingall of the advantages of a squared interlocking clutch and theadvantages of an angular clutch; and it consists in the variouscombinations hereinafter described and claimed.

In the drawings, Figure 1 is a vertical sectional view of change-speedgear so far as the connections therewith to the main shaft areconcerned, the shaft, counter-shaft, and gears thereon being drawn infull. Fig. 1 is a cross-section of the shaft on the line was. Fig. 2 isan elevation of the main shaft and clutches, showing the construction ofthe clutch. Fig. 3 is a side elevation of one of a pair of clutches withthe shaft removed.

Similar letters refer to similar parts.

I have shown only so much as is necessary to illustrate the change-speedgear by itself, it being understood that it is connected to the drivingmechanism and supported by proper framing and is adapted to convey powerto a counter-shaft, these not being shown, such details forming no partof my invention and being well understood by those skilled in the art,and therefore need no description.

In the drawings, A is the crank-shaft, connected to a source of power,usually an explosive-motor. This is not shown, as it is no part of myinvention.

B is the balance-wheel of the usual type and keyed in the usual mannerto the shaft A. C is a friction-clutch, also of the usual type andadapted to engage at c with the interior surface of the balance-wheel B.The hub D of the friction-clutch is slidably attached to the shaft E andat a squared portion thereof, (represented in Fig. 1 whereby the drivingof the balance-wheel B when the clutchC is engaged therewith willthrough the medium of its hub D drive the same and compel it to rotatein unison with the shaft A. The clutch C is forced into engagement orwithdrawn from the balance-wheel B by an appropriate lever and loosering, engaging D. This, however, is not shown, because it is a commondevice, and,'in fact, so far the device has nothing new or novel in thearrangement and is only described for the purpose of showing how theshaft E gets its driving power. The shaft E is continued throu h thebearing E which of course is attached to a frame. (Not shown.)

Attached to the shaft E is a spur-pinion F, which constantly rotateswith it. This p111- ion F carries fixed thereto one-half of a form ofclutch illustrated in F ig. 2 at F. The pmion F drives a spur-wheel Ffixed upon a counter-shaft G, thereby driving the countershaft. Theshaft E ends with its connection to the pinion F and clutch F.Asecondary shaft H in line with shaft E carries upon a squared portionthereof, H, the opposite half of a double clutch J J, made in one pieceand slidably engaging the shaft H on the squared portion H andcontrolled in the usual manner by an arm J engaging in a circumferential'groove J between the clutches, whereby the double halves J J of theclutch may be moved first into engagement with the other half of theclutch F or out of engagement therewith and allowed to run freely withthe shaft H or into engagement with a positivelyarranged clutch or halfof clutch J attached to a spur-wheel K. This spur-wheel K with the halfof the clutch J revolves freely upon the shaft H, excepting when thehalf of the clutch J is connected with J Then it must revolve in unisonw th the shaft H. The spur-pinion K engages with a spur-wheel K upon thecounter-shaft G and driven by 1t.

Another spur-wheel K is adapted to run loosely upon the shaft H, andthis engages with a smaller spur-wheel K also fixed upon the shaft G.The spur-wheel K carries onehalf of a similarly-constructed clutch L,the companion half to this clutch slidably engagfro being double, ike JJ, having the companion halves of clutches L L and also being con-'trolled the same as J J "by an appropriate device L whereby the clutchesL L" can be thrown into engagement with the clutch or clutches L or intoengagement with acorre: sponding clutch L attached to another spurwheelM, which also runs loosely upon the shaft H and engages a spur-pinion M,journaled to the frame carrying the shaft, and

. this in turn engages a smaller spur-wheel M fixed to the counter-shaftG. It will be observed that the inter osition of the spur-pinion M wouldcompel a rotation of the spurwheel M in a contrary direction from thatof K or K, provided the counter-shaft runs in the same direction, as itdoes not drive K or This is the reverse gear. The shaft H is journaledto the main frame at H and terminates with a bevel-bear N, which isadapted to drive the bevel-gearing attached to a counter-shaft. (Notshown, as it forms no part of my invention.) I. These clutches F J J J LL L L are shown in elevation in Fig. 2. My peculiar clutches are cut sothat each have preferably five spurs, and the'necessary and companionparts are all exactly alike. As

shown in Fig. '3, there is an interior hollow' squared portion P,adapted to slidably engage squared portions of the shaft, as shown at H-H, the face of the clutch divided into ten sections, five of which arespurs and five of which are recesses, the spurs being marked P and therecesses P Instead of the spurs being faced on a plane at right anglesto. the shaft they are each cut at an angle from the apex or extremeprojection of the spur back,

so that the spur is cut away at the opposite side substantiallyone-third of its extreme length. ,This is shown in Fi .2 on any of theclutches, but, say, at clutc F, which is a type of all, the extremepro'ection being shown at f and the o posite si e of the spur showingone-third of that projection at f, This gives the extreme face of theclutch a slope or an angle, and as the companion clutch, as J, isfashioned exactly in the same way, but in the op osite direction, itwill be observed that on ringing the clutches together for the purposeof engagement the slope or angular surfaces f 2 f would come time whenthey are crowded home the. backward motion isresisted by the oppositeperpendicular faces of each clutch, so that they are engaged to t eextent of two-thirds of the length of the spurs of the clutches, therebyderiving all the benefit of squared clutches with the benefit ,ofclutches with angular faces. It is well known that clutches with squaredfaces when brought into engagement are very apt to slip by and theextreme cor.- ners catch on the opposite faces, thereby tearing off thecorners and in a very short time render the clutch very diflicult tothrow into engagement when in motion. It will also be observed that inno case are there any gears shifted or shafts shifted longitudinally, sothat gears are shifted out of or into engage ment, as in the ordinarytype of changespeed gears. I

The mode of operation is as follows: Assumingthat the source of powerdrives the shaft A and the balance wheel B by crowding thefriction-clutch G into engagement therewith, motion is transmitted tothe shaft E and to the s ur-pinion F and through it to the spur-whee 2and counter-shaft G. M0- tion is also transmitted to the fixed ortion Fof one-half of a clutch, The spur-w eel F being fixed upon the shaft Gdrives the spurwheels K, K, and M and this in turn drives thespurpinions or wheels K K, The pinion' M and the spur-wheel M all may runloosely upon the shaft H. This would be the condition of things providedthe double clutch J J was held centrally, as shown in the drawings, Fig.1, it bein at that point out of engagement with eit er one of theclutches F or J. If, however, it is shifted so that'the clutch J engageswith F, the shaft H is rotated in unison with the shaft E by virtue ofthe clutch engaging a squared portion thereof H. In such position thedouble clutch L L operating upon the squared portion H the shaft H wouldhe held centrally, as shown in the drawin s. In such case, therefore,motion would e transmitted directly rom the shaft A through shaft E toshaft H and pin n N, all the other gearing runnin loosely withouttransmitting any power. I however, the double clutch J J is shifted soas to engage with the clutch J and disengage from clutch F, then poweris transmitted through the ainion F to spur wheel F, through shaft spuiwheel K to spur wheel K, and by means of the connection of the clutch Jto J and a squared portion H of the shaft H to the sha t H and pinion Npinion N.

eld cenwheel F to spur-wheel F counter-shaft G, spur-wheel K spur-wheelK and through the clutch L to clutch L and by means of the squaredportion H to shaft H and to bevel spur-wheel N, giving another or secondspeed forward through the counter-shaft in addition to the direct speedalready describedtotal, three speeds forward. If, however, double clutchL L is connected to the companion half-clutch L fixed to spur-wheel M,then the power is transmitted from shaft E, through spur-Wheel F, tospur-wheel F shaft G, to spur-wheel M to pinion M, the spur-wheel M,revolving it in a contrary direction from either K or K and through theclutches and squared portion H of shaft H to shaft H and bevel-wheel N,reversing the direction of shaft H from the motion in either of theother cases, and this gives the reverse. Therefore the mechanism, asshown, is adapted for three speeds forward and one speed reverse bysimply shifting double clutches J J and L L as hereinbefore describedand without shifting any of the spur-gearing longitudinally and withoutengaging or disengaging any such gearing.

Transmission variable-speed gears without shifting gearing are usuallyoperated by friction-clutches and their operation not being positive anddepending upon the tightness of the clutches in a short time becomeunsatisfactory. Operating such a speed-gear by posi tive clutches ismuch facilitated by using the particular form of clutches which I havedescribed, and the clutch mechanism is more desirable than thesquare-toothed form. It is obvious the clutch must hold both ways, andit is also obvious that they must be certain of engagement when thrownin. A clutch with a squared face on each of its spurs would be reallyworse than the sliding in of gearing, whereby the engaging each otherlongitudinally, for the reason that under rapid motion it would beimpossible for them to slide together to any appreciable extent duringthe revolution of one and the quiescence of the other half, with theresult, as already stated, of abrading or knocking off the corners thatdid come in engagement, and thus in a very short time spoil the clutchitself; but my form of clutch cutting down the slop, ing faces of thespurs about one-third of the distance of projection the transversemotion of the clutch throwing it into engagement is continued during apartial revolution, 'so that it follows longitudinally the slope of thetwo opposing faces, as one turns and the other does not turn untiltwo-thirds of the face of each spur is engaged, or even more, in casethe clutch should slide any more after it passes the oppositeprojection, and thus a positive direct and strong connection isconstantly made when the clutch is shoved home and the engagementcompleted.

Having thus described my invention, what I desire to claim is 1.Achange-speed gear consisting of a combination of a driving-shaft, adriven shaft, means for connecting and disconnecting said shafts, aspur-wheel and a clutch member fixed upon said driven shaft acounter-shaft, a spur-wheel upon said counter-shaft in constantengagement with the first-mentioned spur-wheel, whereby saidcounter-shaft is driven, a secondary shaft continuing in line with saiddriven shaft, a clutch member slidably engaging but rotatably fixedthereon and adapted to engage the clutch member upon the driven shaft,said clutch member being fashioned and engaging substantially ashereinbefore described, whereby the driving-shaft is enabled to drivethe driven shaft with the same speed, a spur-wheel normally rotatingfreely upon said secondary shaft, the clutch member engaging saidsecondary shaft being made with an opposite clutch-section adapted toengage the spur-wheel normally rotating freely upon said secondary shaftand compelling said spur-wheel to rotate in connection therewith,aspur-wheel engaging said second spurwheel being -fixedly mounted uponsaid counter-shaft, the whole being so arranged that the double clutchmember may be shifted centrally out of engagement with the two oppositeclutch members, detaching the secondary shaft from the counter-shaft, orinto engagement with the clutch member upon the spur-wheel runningloosely upon the secondary shaft whereby the said spurwheel through theintervention of the earing upon the counter-shaft willdrive saisecondary shaft with a speed proportional to the gearing, gear-wheels Kand M normally rotating freely upon said secondary shaft, a second pairof companion clutch members upon the last-mentioned gear-wheels normallyrotating freely on the secondary shaft, a second similar pair of clutchmembers mounted between said companion clutch members and gear-wheelsand adapted to engage either one or be adjusted centrally out ofengagement with both companion clutch members, gear-wheels on thecounter-shaft adapted to engage the last-mentioned gearwheels and meansfor shifting the last-named pair of clutch members, substantially asdescribed.

2. The combination of a driven shaft, a gear-wheel and a clutch memberfixed on said driven shaft, a counter-shaft, a gearwheel fixed on saidcounter-shaft and meshing with the gear-wheel on the driven shaft, asecondary shaft in line with the driven shaft, a gear-wheel K and clutchmember J normally rotatable on said secondary. shaft, clutch memberadapted to engage the secondary shaft with the driven shaft and to unitethe gear-wheel K with the secondary shaft, a geenwheel K on thecounter-shaft vwheels K and M and adapted to connect one 10 meshing withthe gear-wheel K, a gear-wheel or the other of the gear-wheels K or Mwith K normallyrotatable on the secondaryshaft,' the secondary she agear-wheel K fixed upon the counter-shaft 1 In testimony whereof I signthis specificaand engaging with the gear-Wheel K a geartion in thepresence of two Witnesses.

Wheel M on the secondary shaft normally ro- EMIL HUBER. tatable thereon,a gear-wheel upon the coun- Witnesses: ter-shaft connected with thegear-wheel 'M, NETTIE V. BELLEs,

clutch members located between the gear- R. A. PARKER.

